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High Speed Two: East and West the Next Steps to Crewe and Beyond High Speed Two: East and West The next steps to Crewe and beyond Cm 9157 November 2015 High Speed Two: East and West The next steps to Crewe and beyond Presented to Parliament by the Secretary of State for Transport by Command of Her Majesty November 2015 Cm 9157 © Crown copyright 2015 This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open- government-licence/version/3 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or email: [email protected]. Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned. This publication is available at www.gov.uk/government/publications Any enquiries regarding this publication should be sent to us at: Department for Transport Great Minster House 33 Horseferry Road London SW1P 4DR Telephone 0300 330 3000 General enquiries https://forms.dft.gov.uk Website www.gov.uk/dft Print ISBN 9781474126113 Web ISBN 9781474126120 ID 2772364 12/15 Printed on paper containing 75% recycled fibre content minimum Printed in the UK by the Williams Lea Group on behalf of the Controller of Her Majesty’s Stationery Office Contents Foreword 7 HS2: The case for action 10 HS2: reducing journey times 15 Executive summary 16 Introduction 16 Delivering HS2 17 The business case for HS2 18 Phase 2a: the route between the West Midlands and Crewe 19 Crewe 20 Completing the full “Y” network 21 Eastern Leg 22 Western Leg 23 HS2 and the existing rail network 24 HS2 and the Northern Powerhouse 25 Connecting to High Speed 1 26 Conclusion 26 Section 1: Our plans for HS2 27 1. Delivering HS2 28 Our ambition for passengers 28 Our progress so far 29 Seizing the opportunity HS2 offers to rebalance our economy 34 Conclusion 37 2. The Government’s strategy for High Speed Rail 38 Introduction 38 HS2 is a vital component of the Northern Powerhouse 38 The business case for HS2 is strong 39 The economic case for HS2 46 Conclusion 47 3 Section 2: Accelerating to Crewe 48 3. The 2013 Phase Two route consultation 49 The Phase Two Route Consultation 49 Response to the consultation 52 4. Delivering the benefits of HS2 sooner 55 Bringing the benefits of HS2 to the north of England and Scotland sooner 57 Considered alternatives 62 Conclusion 63 5. Phase 2a route decision 64 Route Decision 64 Making the route decision 64 Stoke-on-Trent 65 Route Refinements 66 Safeguarding 68 Property Consultation 69 Sustainability – Phase 2a 70 Summary of Phase 2a decisions 70 Next steps 71 6. Developing plans for a Crewe Hub station 72 Crewe: A North West Hub 72 Conclusion 76 Section 3: Completing the full “Y” network 77 7. Our plans for the full “Y” network 78 8. Our vision for the Eastern Leg 81 Introduction 81 Leeds station 83 South Yorkshire Hub station 85 East Midlands Hub station 87 Connecting with the East Coast Main Line, Darlington, Durham, Newcastle, and York 89 Conclusion 89 9. Our vision for the Western Leg 90 Manchester Piccadilly 92 Manchester Airport 93 Connecting with the West Coast Main Line and North-Western towns and cities 94 Liverpool 95 Rolling stock depot 96 Conclusion 96 10. HS2 and the existing rail network 97 HS2 and existing rail connectivity 98 Scotland 99 Released capacity 101 4 11. HS2 and the Northern Powerhouse 103 Our plans for Northern Powerhouse Rail 104 Our progress since the Northern Transport Strategy 105 HS2 will help create the Northern Powerhouse 106 Conclusion 107 12. Connecting to High Speed 1 108 13. Next steps 110 Annex A: Cross-cutting consultation issues 112 Annex B: List of supporting documents 116 Annex C: Glossary 118 Annex D: List of figures 120 5 6 Foreword This Command Paper provides an update on our plans for HS2. The first section sets out the case for, and progress on, delivering HS2. Section Two sets out our plans to deliver the next section of the HS2 route, as far as Crewe, earlier than planned. The final section gives an update on plans for the rest of the “Y” network – to Manchester in the west and Leeds in the east. Transport is central to the success of our country. This Government, more than any before, is committed to making sure we have the infrastructure we need to deliver economic growth, not just in the immediate future, but for the long term. HS2 offers us a unique opportunity to do that. To realise the opportunity we must do two things: first, take key decisions on the infrastructure we need; and second, start work with operators, communities and passengers to ensure we deliver a service across our railway which meets the needs of people not only in 2026 when Phase One opens, but well into the future. Today I am confirming that we will accelerate the section of route from the West Midlands to Crewe, so that it opens six years earlier than planned in 2027. This means that cities across the North West and Scotland will realise more of the benefits of HS2 sooner. We are developing our plans for the rest of Phase Two. We continue to work closely with towns and cities to agree how best to serve the North, and intend to make a decision on the rest of the route in autumn 2016. In this Command Paper I have set out my current thinking on station and depot locations, links onto the existing network and integration with our work on the Northern Powerhouse Rail programme. I welcome the way local authorities, most recently those in Leeds, the Northern Gateway Partnership and the East Midlands, have come together to support HS2 plans in their areas. 7 Foreword HS2 will not be a separate, standalone railway. It will be a key part of our national rail network, and wider transport infrastructure. Private sector companies will not only be able to bid to run HS2 services, but they will be able to use the capacity released on our existing network to offer a wider range of services. Passengers will not only be able to travel more quickly between key cities but also to access more reliable, more frequent and more varied rail services across the country. Local authorities and communities are developing regeneration plans for HS2 station places. HS2 will stand alongside the railways built by the Victorians, and the motorways built in the 1950s and 1960s, as transport infrastructure that creates a step change in the prosperity of our nation. The railway on which people will travel from 2026 must meet the needs of our country at that time, and have the ability to adapt to deliver into the 22nd century and beyond. We cannot decide on everything now and we will continue to review and develop plans to ensure they deliver for our growing and evolving nation. Over the coming years we have choices to make and will work closely with the newly formed National Infrastructure Commission, Transport for the North, train operating companies, local authorities and communities to deliver a rail network that creates growth and prosperity. The Rt. Hon Patrick McLoughlin MP Secretary of State for Transport 8 High Speed Two: East and West. The next steps to Crewe and beyond Figure 1: How HS2 connects with the existing rail network 9 HS2: The case for action HS2 will deliver increased rail capacity, improved connectivity and will support our growing, modern economy. We need HS2 because: Our rail network needs extra capacity • There is growing demand for rail travel. Since privatisation, passenger numbers have more than doubled: ─ Twenty years ago, 735 million rail journeys were made every year ─ Last year this had increased to 1,654 million journeys ─ Freight has increased by 70 per cent since privatisation and is anticipated to grow by around 90 per cent by 2033 compared with 2011, as international trade continues to expand ─ Demand for Virgin West Coast Main Line (WCML) services has been growing by more than the average for long distance services. In just two years since 2013, annual passenger journeys have increased by 13.5 per cent – to 34.5 million in 2015 ─ On London Midland services, annual passenger journeys grew by 7.9 per cent in the last two years and Euston is now the fastest growing London terminal station ─ The number of trains per day has increased in response to this demand. In 1994, there were 17 trains per day from London to Manchester. In 2013, this had increased to 47 trains per day ─ There is already overcrowding on peak services. London Midland trains also regularly appear in the Government’s annual list of the 10 most crowded services. More than 10 per cent of passengers arriving on peak hour services into Birmingham and Manchester were standing ─ If growth continues at 3.7 per cent per year, we estimate that by 2033/4, on a typical weekday in the evening peak, 3,200 passengers would have to stand on intercity trains departing London on the WCML. Of these people, 40 per cent would be standing for an hour or more as they would be on trains with a first stop that is an hour outside London. On Friday evenings this situation would be even worse, with substantial numbers of people standing for 90 minutes – as far as Crewe or Warrington 10 High Speed Two: East and West. The next steps to Crewe and beyond ─ On commuter trains, in a similar growth scenario, overcrowding would become a serious operational issue by 2033 • On the existing WCML, we are reaching the end of our ability to squeeze more trains on to the existing rail network.
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